WO2018190036A1 - Dispositif de direction assistée électrique - Google Patents

Dispositif de direction assistée électrique Download PDF

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Publication number
WO2018190036A1
WO2018190036A1 PCT/JP2018/008467 JP2018008467W WO2018190036A1 WO 2018190036 A1 WO2018190036 A1 WO 2018190036A1 JP 2018008467 W JP2018008467 W JP 2018008467W WO 2018190036 A1 WO2018190036 A1 WO 2018190036A1
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WIPO (PCT)
Prior art keywords
steering
rack
limit value
value
speed
Prior art date
Application number
PCT/JP2018/008467
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English (en)
Japanese (ja)
Inventor
徹 坂口
翔也 丸山
Original Assignee
日本精工株式会社
Priority date (The priority date is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the date listed.)
Filing date
Publication date
Application filed by 日本精工株式会社 filed Critical 日本精工株式会社
Priority to US16/333,356 priority Critical patent/US10946891B2/en
Priority to CN201880017525.2A priority patent/CN110573407B/zh
Priority to JP2018561283A priority patent/JP6493643B2/ja
Priority to EP18784608.4A priority patent/EP3498571A4/fr
Publication of WO2018190036A1 publication Critical patent/WO2018190036A1/fr

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    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
    • B62D5/046—Controlling the motor
    • B62D5/0463—Controlling the motor calculating assisting torque from the motor based on driver input
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D5/00—Power-assisted or power-driven steering
    • B62D5/04—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear
    • B62D5/0457—Power-assisted or power-driven steering electrical, e.g. using an electric servo-motor connected to, or forming part of, the steering gear characterised by control features of the drive means as such
    • B62D5/046—Controlling the motor
    • B62D5/0469—End-of-stroke control
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B62—LAND VEHICLES FOR TRAVELLING OTHERWISE THAN ON RAILS
    • B62D—MOTOR VEHICLES; TRAILERS
    • B62D6/00—Arrangements for automatically controlling steering depending on driving conditions sensed and responded to, e.g. control circuits
    • B62D6/008—Control of feed-back to the steering input member, e.g. simulating road feel in steer-by-wire applications

Definitions

  • the present invention relates to an electric power steering apparatus that calculates a current command value based on at least a steering torque, drives a motor based on the current command value, and applies an assist force to a steering system of a vehicle.
  • the assist torque is reduced by reducing the magnitude of the current command value near the rack end, and the impact energy is reduced by attenuating the momentum at the time of end-fitting.
  • the present invention relates to an electric power steering apparatus that suppresses noise and improves steering feeling.
  • An electric power steering device that applies an assist force to a vehicle steering system by a rotational force of a motor transmits the driving force of the motor to a steering shaft or a rack shaft by a transmission mechanism such as a gear or a belt via a reduction gear. It is given as assist power.
  • EPS electric power steering device
  • Such a conventional electric power steering apparatus performs feedback control of motor current in order to accurately generate assist torque.
  • the motor applied voltage is adjusted so that the difference between the current command value and the motor current detection value becomes small.
  • the adjustment of the motor applied voltage is performed by the duty of PWM (pulse width modulation) control. It is done by adjustment.
  • the general configuration of the electric power steering apparatus will be described with reference to FIG. 6b is further connected to the steering wheels 8L and 8R via hub units 7a and 7b.
  • the column shaft 2 is provided with a torque sensor 10 that detects the steering torque of the handle 1, and a motor 20 that assists the steering force of the handle 1 is connected to the column shaft 2 via the reduction gear 3. .
  • the control unit (ECU) 30 that controls the electric power steering apparatus is supplied with electric power from the battery 13 and also receives an ignition key signal via the ignition key 11. Based on the steering torque Th detected by the torque sensor 10 and the vehicle speed Vel detected by the vehicle speed sensor 12, the control unit 30 calculates the current command value of the assist command using the assist map, and calculates the calculated current.
  • the current supplied to the motor 20 is controlled by a voltage control value Vref obtained by compensating the command value.
  • the control unit 30 is connected to a CAN (Controller Area Network) 40 that transmits and receives various types of vehicle information, and the vehicle speed Vel can also be received from the CAN 40.
  • the control unit 30 can be connected to a non-CAN 41 that exchanges communications, analog / digital signals, radio waves, and the like other than the CAN 40.
  • control unit 30 is mainly composed of a CPU (including an MPU and MCU). General functions executed by a program inside the CPU are shown in FIG. The structure is
  • the steering torque Th from the torque sensor 10 and the vehicle speed Vel from the vehicle speed sensor 12 are input to and calculated by the torque control unit 31 that calculates the current command value.
  • the current command value Iref1 is input to the subtraction unit 32B and is subtracted from the motor current detection value Im.
  • the motor 20 is PWM driven via the inverter 37 with the PWM signal.
  • the motor current value Im of the motor 20 is detected by the motor current detector 38, and is input to the subtraction unit 32B and fed back.
  • a rotation angle sensor 21 such as a resolver is connected to the motor 20, and the rotation angle ⁇ r is detected and output.
  • the present applicant configures a control system based on a physical model in International Publication No. 2016/104568 (Patent Document 1), and outputs a control target output (rack end) to a reference model.
  • Patent Document 1 Proposed an electric power steering device that reduces the impact force by suppressing the generation of noise at the end without making the driver feel uncomfortable with steering. ing.
  • a control system based on a physical model is configured, it is easy to make a prospect for constant design.
  • model following control is configured such that the output of the controlled object follows the reference model, it is possible to perform end contact suppression control that is robust to the load state (disturbance) and the variation of the controlled object.
  • Patent Document 2 As a safety measure, the applicant of the present invention disclosed in International Publication No. 2016/104571 (Patent Document 2) from a viscoelastic model following control unit that constitutes model following control in order to limit the maximum value of assist force.
  • Patent Document 2 has proposed an electric power steering device that limits the output of the power. The output is limited by the control amount limiting unit, and is limited using a fixed limit value, a limit value corresponding to the rack shaft force or the column shaft torque, or the like.
  • the limit of the control amount is strengthened to increase safety, so that more flexible measures can be taken.
  • a device that changes the limit value according to the steering speed is also proposed.
  • the present invention has been made under the circumstances described above, and an object of the present invention is to configure a control system based on a physical model so that the output of the control target (distance to the rack end) follows the reference model.
  • the model following control is configured to suppress the generation of noise at the end without causing the driver to feel uncomfortable, attenuate the impact force, and suppress the noise without deteriorating the turning radius.
  • An object of the present invention is to provide an electric power steering apparatus capable of performing the above.
  • the present invention relates to an electric power steering apparatus that calculates a current command value based on at least a steering torque and drives a motor based on the current command value to assist control the steering system.
  • a rack end approach determination unit that determines that the current range is within a range, adjusts the control amount based on at least the steering position information, the steering speed, and the steering state, and sets the current command value with the adjusted control amount. This is achieved by correcting.
  • the present invention relates to an electric power steering apparatus that calculates a first current command value based on at least a steering torque and drives the motor based on the first current command value to assist control the steering system.
  • the above object is based on the steering position information, determines that the vehicle is in the rack end proximity region, which is a predetermined range before the rack end, and outputs a rack displacement and switching signal.
  • a second axial force using the viscoelastic model as a reference model is generated.
  • the second axial force is controlled based on the viscoelastic model follow-up control unit and a steering state signal indicating at least the steering position information, the steering speed, and the increase or decrease of the return.
  • a control amount adjustment unit that sets a value and limits the second axial force, and a second current command value obtained by performing a second conversion on the limited second axial force. This is achieved by correcting the first current command value and performing the assist control.
  • the present invention relates to an electric power steering apparatus that calculates a first current command value based on at least a steering torque and drives the motor based on the first current command value to assist control the steering system.
  • the object is determined based on the steering position information to be within a predetermined range before the rack end, and a rack end approach determination unit that outputs a rack displacement and a switching signal, and a first current command value includes a first current command value.
  • Viscoelastic model follow-up control for generating a second axial force using a viscoelastic model as a reference model based on at least one of the first axial force and the rack displacement obtained by conversion and the switching signal.
  • a control amount adjustment unit that adjusts the second axial force based on the determination signal, and a second conversion that is obtained by performing a second conversion on the adjusted second axial force. This is achieved by correcting the first current command value with a current command value of 2 and performing the assist control.
  • the control system based on the physical model is configured, it is easy to make a prospect for the constant design.
  • model following control is configured so that the output of the controlled object (distance to the rack end) follows the normative model, so it is robust to robustness against load conditions (disturbances) and fluctuations in the controlled object. Suppression control is possible.
  • the control amount is adjusted based on the steering position information, the steering speed, the steering state, etc., the driver can cut to the rack end and can simultaneously achieve noise suppression and comfortable steering force. it can. By being able to operate to the rack end, the influence on the minimum turning radius can be reduced.
  • the present invention constitutes a control system based on a physical model in the vicinity of the rack end, uses a viscoelastic model (spring constant, viscous friction coefficient) as a reference model, and outputs the control target (distance to the rack end) to the reference model.
  • a viscoelastic model spring constant, viscous friction coefficient
  • This is an electric power steering device that constitutes model following control such that the driver follows, suppresses the generation of abnormal noise at the end of contact without causing the driver to feel uncomfortable steering, and attenuates the impact force.
  • Model following control is composed of a viscoelastic model following control unit, and the viscoelastic model following control unit is composed of a feedforward control unit and / or a feedback control unit, and normal assist control is performed outside a predetermined range before the rack end.
  • the model following control is performed within a predetermined range in front of the rack end to suppress hitting the rack end.
  • the present invention also provides model following based on information indicating the steering position (steering position information), such as steering angle (steering angle, column shaft angle), steering speed, steering state (addition, switchback), and the like.
  • steering position information such as steering angle (steering angle, column shaft angle), steering speed, steering state (addition, switchback), and the like.
  • a function of adjusting a control amount in the control hereinafter referred to as a “control amount adjustment function”.
  • the assist force is output so as to be balanced with the sum of the reaction force from the tire side (if the friction between the tire and the road surface is extremely low, only the manual input by the driver).
  • assistance is provided in the direction opposite to the steering direction of the driver.
  • the maximum assist force is limited in consideration of safety.
  • the maximum value of the assist force is limited.
  • the virtual rack end is formed at a position away from the actual rack end, so that the turning radius of the vehicle is increased and the possibility of deterioration in handling is reduced.
  • a limit value is set based on the position of the rack displacement, the steering speed, and the steering state in the region close to the rack end.
  • a steering angle as steering position information or a determination rack position described later may be used.
  • the reaction force from the tire side increases as the magnitude (absolute value)
  • the reaction force suddenly increases from a certain magnitude ⁇ d.
  • a process is performed in consideration of an increase in the reaction force so that the driver can easily steer in a region where the amount of increase is abrupt.
  • a threshold value ⁇ z is set in the vicinity of ⁇ d, and in the region where the magnitude of the steering angle
  • Such assist force (hereinafter referred to as “compensation assist force”) is added.
  • a rack displacement which is steering position information, or a later-described determination rack position may be used.
  • the present invention is obtained by adding a control amount adjustment function to the electric power steering apparatus proposed in Patent Document 1.
  • a control amount adjustment function is not added (hereinafter referred to as “base form”) will be described, and then an embodiment of the present invention based on the base form will be described.
  • FIG. 4 shows an example of the base form corresponding to FIG. 2.
  • the current command value Iref1 is converted into the rack axial force f by the conversion unit 101, and the rack axial force f is input to the viscoelastic model follow-up control unit 120.
  • the rack axial force f is equivalent to the column axial torque, but in the following description, it will be described as a rack axial force for convenience.
  • the generic term for rack axial force and column axial torque is axial force.
  • the rack position or rack displacement used to calculate the rack end approach is equivalent to the column shaft angle (handle angle). In the following description, the rack position or rack displacement will be described. The approach to the rack end may be determined based on the column shaft angle (handle angle).
  • symbol is attached
  • Kt is a torque constant [Nm / A]
  • Gr is a reduction ratio
  • Cf is a specific stroke [m / rev. ]
  • G1 Kt ⁇ Gr ⁇ (2 ⁇ / Cf).
  • the rotation angle ⁇ r from the rotation angle sensor 21 is input to the rack position conversion unit 100 and converted to the determination rack position Rx.
  • the determination rack position Rx is input to the rack end approach determination unit 110.
  • Rack end approach determination unit 110 as shown in FIG. 5, exerts a determination rack position Rx is within a predetermined position x 0 of the front rack end (rack end proximate region) end contact suppression control function when it is determined that the,
  • the rack displacement x is output and the switching signal SWS is output.
  • FIG. 5 only the rack end proximity region on the right side with respect to the origin is shown, but the rack end proximity region on the left side is set symmetrically with the origin.
  • the rack displacement x is output as a positive value in the right rack end proximity region, and the rack displacement x is output as a negative value in the left rack end proximity region.
  • the switching signal SWS is ON when in the rack end proximity region, and OFF when outside the region.
  • the switching signal SWS and the rack displacement x are input to the viscoelastic model following control unit 120 together with the rack axial force f.
  • the rack axial force ff controlled and calculated by the viscoelastic model follow-up control unit 120 is converted into a current command value Iref2 by the conversion unit 102, and the current command value Iref2 is added to the current command value Iref1 by the addition unit 103 to obtain a current command value Iref3. It becomes.
  • the assist control described above is performed based on the current command value Iref3.
  • the predetermined position x 0 to set the rack end proximal region shown in Figure 5, can be set to an appropriate position may be different values for the left and right. Further, although the rotation angle ⁇ r is obtained from the rotation angle sensor 21 connected to the motor, it may be obtained from the steering angle sensor.
  • the conversion from the rack axial force ff to the current command value Iref2 in the conversion unit 102 is performed according to the following formula 2.
  • the rack axial force f is input to the feedforward control unit 130 and the feedback control unit 140, and the rack displacement x is input to the feedback control unit 140.
  • the rack axial force FF from the feedforward control unit 130 is input to the switching unit 121, and the rack axial force FB from the feedback control unit 140 is input to the switching unit 122.
  • the switching units 121 and 122 are turned on / off by the switching signal SWS, and when the switching units 121 and 122 are turned off by the switching signal SWS, the outputs u 1 and u 2 are zero.
  • the rack axial force FF is output as the rack axial force u 1 from the switching unit 121
  • the rack axial force FB is output from the switching unit 122 as the rack axial force u 2.
  • the rack axial forces u 1 and u 2 from the switching units 121 and 122 are added by the adding unit 123, and the added rack axial force ff is output from the viscoelastic model following control unit 120.
  • the rack axial force ff is converted into a current command value Iref2 by the converter 102.
  • the rack displacement x is input to the feedforward control unit 130 and the feedback control unit 140, and the rack axial force f is input to the feedback control unit 140.
  • the rack axial force FF from the feedforward control unit 130 is input to the switching unit 121 and the rack axial force FB from the feedback control unit 140 is input to the switching unit 122, as in the base form 1 of FIG.
  • the switching units 121 and 122 are turned on / off by the switching signal SWS, and when the switching units 121 and 122 are turned off by the switching signal SWS, the outputs u 1 and u 2 are zero.
  • the rack axial force FF is output as the rack axial force u 1 from the switching unit 121
  • the rack axial force FB is output from the switching unit 122 as the rack axial force u 2.
  • the rack axial forces u 1 and u 2 from the switching units 121 and 122 are added by the adding unit 123, and the added rack axial force ff is output from the viscoelastic model following control unit 120.
  • the rack axial force ff is converted into a current command value Iref2 by the converter 102.
  • the switching units 121 and 122 are turned off by the switching signal SWS.
  • the torque control unit 31 calculates a current command value Iref1 based on the steering torque Th and the vehicle speed Vel (step S10).
  • the rack position conversion unit 100 converts the rotation angle ⁇ r from the rotation angle sensor 21 into the determination rack position Rx (step S11).
  • the rack end approach determination unit 110 determines whether the rack end is approaching based on the determination rack position Rx (step S12). If the rack end is not approaching, the rack axial force ff is not output from the viscoelastic model following control unit 120, and normal steering control based on the current command value Iref1 is executed (step S13), and is continued until the end. (Step S14).
  • step S20 the viscoelastic model tracking control by the viscoelastic model tracking control unit 120 is executed (step S20). That is, as shown in FIG. 9, the switching signal SWS is output from the rack end approach determination unit 110 (step S201), and the rack displacement x is output (step S202). Further, the conversion unit 101 converts the current command value Iref1 into the rack axial force f according to the equation 1 (step S203). 6, the feedforward control unit 130 performs feedforward control based on the rack axial force f (step S204), and the feedback control unit 140 performs feedback control based on the rack displacement x and the rack axial force f. This is performed (step S205).
  • the feedforward control unit 130 performs feedforward control based on the rack displacement x (step S204), and the feedback control unit 140 performs feedback control based on the rack displacement x and the rack axial force f. Is performed (step S205). In any case, the order of the feedforward control and the feedback control may be reversed.
  • the switching signal SWS from the rack end approach determination unit 110 is input to the switching units 121 and 122, and the switching units 121 and 122 are turned on (step S206).
  • the switching unit 121 and 122 is turned ON, the output rack shaft force FF from the feedforward controller 130 is a rack axial force u 1, the output rack shaft force from the feedback control unit 140 FB is a rack axial force u 2 Is done.
  • the rack axial forces u 1 and u 2 are added by the adding unit 123 (step S207), and the rack axial force ff as an addition result is converted by the converting unit 102 into the current command value Iref2 according to the equation 2 (step S208). .
  • the rack axial force FF and the rack axial force FB are respectively switched by the two switching units 121 and 122 and added by the adding unit 123, but the rack axial force FF and the rack shaft are added.
  • the output may be switched by one switching unit.
  • the viscoelastic model follow-up control unit 120 is a control system based on a physical model near the rack end, and within a predetermined angle before the rack end, the viscoelastic model (spring constant k 0 [N / m], Construct model following control with a viscous friction coefficient ⁇ [N / (m / s)]) as a reference model (input: force, output: physical model described by displacement) to suppress hitting the rack end Yes.
  • FIG. 10 shows a schematic diagram in the vicinity of the rack end, and the relationship between the mass m and the forces F 0 and F 1 is Equation 3.
  • the calculation of the viscoelastic model equation is described in, for example, Journal of Science and Engineering of Kansai University “Science and Technology” Vol. 17 (2010), “Basics of Elastic Films and Viscoelastic Mechanics” (Kenkichi Ohba).
  • Equations 4 to 6 are established.
  • Equation 7 is obtained by substituting Equation 4 to Equation 6 into Equation 3.
  • Equation 11 Equation 11 below.
  • Equation 14 is a third-order physical model (transfer function) indicating the characteristics from the input force f to the output displacement x.
  • Equation 15 the quadratic function expressed by Equation 15 will be described as a reference model Gm. That is, Equation 16 is used as the reference model Gm.
  • ⁇ 1 ⁇ .
  • N and D are expressed by the following equation (18).
  • the numerator of N is the numerator of P and the numerator of D is the denominator of P.
  • Equation 19 is derived from Equations 16 and 18.
  • the block N / F of the feedback control unit is the following equation (20).
  • the block D / F of the feedforward control unit is the following equation (21).
  • Equation 24 is derived.
  • FIG. 12 when the feedforward control system is considered by the path of the feedforward element 144 ⁇ the actual plant P, FIG. 12 is obtained.
  • P N / D
  • FIG. 12A becomes FIG. 12B
  • FIG. From FIG. 12C, f (m ⁇ s 2 + ⁇ ⁇ s + k0) x. Therefore, when this is inverse Laplace transformed, the following equation 29 is obtained.
  • the number 30 When the number 30 is arranged, the following 31 is obtained.
  • the number 31 When the number 31 is arranged for the input f, the number 32 is obtained.
  • the base form 3 in FIG. 15 corresponds to the base form 1 in FIG. 6, and the rack axial force f is input to the feedforward element 144 (D / F expressed by Equation 21) and the feedback control unit 140 in the feedforward control unit 130. Then, the rack displacement x is input to the feedback control unit 140. Further, the base form 4 in FIG. 16 corresponds to the base form 2 in FIG. 7, and the rack displacement x is input to the spring constant term 131 and the viscous friction coefficient term 132 in the feedforward control unit 130, and the rack axial force f is fed back. Input to the control unit 140.
  • the rack axial force FF from the feedforward element 144 is input to the b1 contact of the switching unit 121 in the base form 3 in FIG. Further, in the base form 4 of FIG. 16, the outputs of the spring constant term 131 and the viscous friction coefficient term 132 in the feedforward control unit 130 are subtracted by the subtraction unit 133, and the rack axial force FF that is the subtraction result of the subtraction unit 133 is obtained.
  • the signal is input to the b1 contact of the switching unit 121.
  • a fixed value “0” is input from the fixing unit 125 to the a1 contact of the switching unit 121.
  • the feedback control unit 140 includes a feedback element (N / F) 141, a subtraction unit 142, and a control element unit 143.
  • the rack axial force FB that is, the output of the control element unit 143 is input to the b2 contact of the switching unit 122.
  • a fixed value “0” is input from the fixing unit 126 to the a2 contact of the switching unit 122.
  • the rack axial force f is input to the feedforward element 144 in the feedforward control unit 130 and also to the feedback element (N / F) 141 of the feedback control unit 140.
  • the rack displacement x is subtracted and input to the subtraction unit 142 of the feedback control unit 140 and is also input to the parameter setting unit 124.
  • the parameter setting unit 124 outputs, for example, a spring constant k 0 and a viscous friction coefficient ⁇ having characteristics as shown in FIG. 17 with respect to the rack displacement x.
  • the spring constant k 0 and the viscous friction coefficient ⁇ are supplied to the feedforward control unit 130.
  • the feed forward element 144 and the feedback element (N / F) 141 in the feedback control unit 140 are input.
  • the characteristics of the spring constant k 0 and the viscous friction coefficient ⁇ may be characteristics with respect to the steering angle and the determination rack position, which are other steering position information, instead of the rack displacement.
  • the rack displacement x is input to the spring constant term 131 and the viscous friction coefficient term 132 in the feedforward control unit 130, and is also input to the subtraction unit 142 of the feedback control unit 140 for further parameter setting.
  • the rack axial force f is input to the feedback element (N / F) 141 of the feedback control unit 140.
  • the parameter setting unit 124 outputs a spring constant k 0 and a viscous friction coefficient ⁇ similar to those described above for the rack displacement x, and the spring constant k 0 is input to the spring constant term 131 and the feedback element (N / F) 141.
  • the viscous friction coefficient ⁇ is input to the viscous friction coefficient term 132 and the feedback element (N / F) 141.
  • switching signal SWS OFF
  • a switching signal SWS is output from the rack end approach determination unit 110 (step S21), and a rack displacement x is output (step S22).
  • the rack displacement x is input to the spring constant term 131, the viscous friction coefficient term 132, the parameter setting unit 124, and the subtraction unit 142.
  • the parameter setting unit 124 calculates the spring constant k 0 and the viscous friction coefficient ⁇ obtained according to the characteristics of FIG. 17 according to the rack displacement x, the spring constant term 131, the viscous friction coefficient term 132, and the feedback element (N / F) 141. (Step S23).
  • the converter 101 converts the current command value Iref1 into the rack axial force f (step S23A), and the rack axial force f is input to the feedback element (N / F) 141 and is subjected to N / F calculation (step S24). .
  • the N / F calculation value is added to the subtraction unit 142, the rack displacement x is subtracted (step S24A), and the subtraction value is Cd calculated by the control element unit 143 (step S24B).
  • the calculated rack axial force FB is output from the control element unit 143 and input to the contact point b2 of the switching unit 122.
  • the viscous friction coefficient term 132 in the feedforward control unit 130 calculates “( ⁇ ) ⁇ s ⁇ x” based on the viscous friction coefficient ⁇ (step S25).
  • the spring constant term 131 sets the spring constant k 0 (step S25A).
  • the subtraction unit subtracts “k 0 ⁇ x” and “( ⁇ ) ⁇ s ⁇ x” (step S25B), and outputs the rack axial force FF as the calculation result.
  • the rack axial force FF is input to the contact b1 of the switching unit 121.
  • “S ⁇ x” is calculated as a time derivative of x. Further, the calculation order of the feedforward control unit 130 and the feedback control unit 140 may be reversed.
  • the switching signal SWS from the rack end approach determination unit 110 is input to the switching units 121 and 122, and the respective contacts of the switching units 121 and 122 are switched from a1 to b1 and from a2 to b2.
  • the rack axial forces u 1 and u 2 from the switching units 121 and 122 are added by the adding unit 123 (step S26), and the rack axial force ff as the addition result is converted to the current command value Iref2 by the converting unit 102 (step S26).
  • S26A The current command value Iref2 is input to the adding unit 103, added to the current command value Iref1 (step S27), steering control is executed, and the process goes to step S14.
  • control element unit 143 may have any configuration of PID (proportional integral derivative) control, PI control, and PD control.
  • PID proportional integral derivative
  • PI control PI control
  • PD control PD control.
  • the operation of the base form 3 in FIG. 15 is the same except that the portion (element) to which the rack axial force f and the rack displacement x are input is different. Further, in the base form 3 in FIG. 15 and the base form 4 in FIG. 16, control calculations of both the feedforward control unit 130 and the feedback control unit 140 are executed, but the configuration of only the feedforward control unit 130 may be used, Only the feedback control unit 140 may be configured.
  • the current command value Iref1 is converted into the rack axial force f by the conversion unit 101, and the rack axial force ff is converted into the current command value Iref2 by the conversion unit 102, but the conversion coefficient G1 in the conversion unit 101 and the conversion unit
  • the functions of the conversion units 101 and 102 are included in the viscoelastic model following control unit 120, and the conversion unit 101 and 102 may be eliminated.
  • the control parameters (control gain: proportional gain, integral gain, differential gain) of the control element unit 143 (Cd) may be changed based on the steering position information.
  • the control gain is reduced, the vicinity of the rack end, to increase the control gain.
  • the vicinity of the rack end can be increased shock suppression.
  • the rack axial force (and column shaft torque) is a positive value when the handle is turned to the right (hereinafter referred to as “right turn steering”), and the handle is moved to the left. It is assumed that the value is set to a negative value when the vehicle is turned off (hereinafter referred to as “left turn steering”). Also, the rack displacement relative to the right rack end in the forward direction of the vehicle is a positive value, the rack displacement relative to the left rack end is a negative value, and the steering speed when steering in the right rack end direction is positive. The steering speed at the time of steering in the rack end direction on the left side is a negative value.
  • FIG. 19 shows a configuration example of the first embodiment corresponding to FIG. 4.
  • a steering speed calculation unit 150 Compared to the configuration example shown in FIG. 4, a steering speed calculation unit 150, a steering information extraction unit 160, and a control amount adjustment unit 170 are provided. The control amount adjustment function is realized by these.
  • the maximum value and the minimum value of the rack axial force ff (control amount) output from the viscoelastic model follow-up control unit 120 are limited.
  • the upper limit value and the lower limit value are set as the limit value, and further, the limit value in the case of right turn steering (the upper limit value in this case is “right turn upper limit value”, the lower limit value is “right turn lower limit value”) And a limit value in the case of left turn steering (in this case, the upper limit value is “left turn upper limit value” and the lower limit value is “left turn lower limit value”). Then, the limit value is set based on the rack axial force f converted from the current command value Iref1.
  • the right turn upper limit RU is a value obtained by adding the adjustment value Vf to a value obtained by inverting the sign of the rack axial force f as shown in the following equation 33
  • the right turning lower limit RL is expressed as the rack axial force f as shown in the following equation 34.
  • the left-cut upper limit value LU and the left-cut lower limit value LL are values such as the following formulas 35 and 36 in which the right-cut upper limit value RU and the right-cut lower limit value RL are interchanged. If it is less than the value obtained by inverting the sign of VF ( ⁇ VF), the left turn lower limit LL is set to ⁇ VF, and if the left turn upper limit LU is less than zero, the left turn upper limit LU is set to zero.
  • the adjustment value Vf is a predetermined value (for example, 2 Nm), but the adjustment value Va is a value set based on the steering speed, the rack displacement, and the steering state (increase and return). The setting method will be described.
  • a predetermined position (hereinafter referred to as “threshold position”) x a (the rack displacement x at this time is defined as x f ) is set in the rack end proximity region shown in FIG.
  • the region from the threshold position x a to the rack end steer region 2”
  • the steering state is failback, i.e. the rack displacement x is given the entire rack end proximate area when moving in the direction of the position x 0 and "switchback region”.
  • FIG. 20 only the right side of the origin is shown, but the same is set for the left side.
  • the adjustment value Va is variable with respect to the magnitude (absolute value)
  • the maximum value (hereinafter referred to as “maximum adjustment value”) of the adjustment value Va is Vah, and the minimum value (hereinafter referred to as “minimum adjustment value”).
  • the maximum adjustment value Vah is set.
  • the minimum adjustment value Val is set.
  • the change amount of the adjustment value Va is changed according to the above three areas. That is, in the increased region 1, as shown in FIG. 21B, even if the steering speed ⁇ is slow, the adjustment value Va is strongly suppressed from changing in the direction of the maximum adjustment value Vah. When the speed is fast, the adjustment value Va is changed sufficiently fast in the direction of the minimum adjustment value Val. In the cut-back area, the adjustment value Va is changed in the same manner as in the additional area 1. In the increased area 2, contrary to the increased area 1, as shown in FIG. 21C, the change to the maximum adjustment value Vah follows to some extent quickly, and the change to the minimum adjustment value Val. To be strongly suppressed.
  • the adjustment value Va becomes close to the minimum adjustment value Val and can be strongly controlled so that it becomes the virtual rack end in the direction toward the rack end.
  • the adjustment value Va gradually approaches the maximum adjustment value Vah, and the assist force toward the rack end gradually recovers, so that the driver can cut into the rack end.
  • the adjustment value Va changes rapidly in the direction of the minimum adjustment value Val. Therefore, when the increase is made again, it is possible to strongly control so that the virtual rack end can be quickly formed.
  • the change amount of the adjustment value Va is specifically changed by rate limit processing that limits the change amount. For example, when the absolute value of the difference from the previous adjustment value is the change amount ⁇ Va of the adjustment value Va, the upper limit value ⁇ Vamax is set for the change amount ⁇ Va, and the change amount ⁇ Va exceeds the upper limit value ⁇ Vamax. The adjustment value Va is added or subtracted so that becomes the upper limit value ⁇ Vamax. Then, in the increase area 1 and the return area, when changing in the direction of the maximum adjustment value Vah (hereinafter, this change is referred to as “adjustment value increase”), the upper limit value ⁇ Vamax is set so that the change amount ⁇ Va becomes smaller.
  • the upper limit value ⁇ Vamax is increased or the upper limit value is set so that the change amount ⁇ Va increases. Not set.
  • the upper limit value ⁇ Vamax is increased or the upper limit value is not set so that the change amount ⁇ Va is increased.
  • the upper limit value ⁇ Vamax is reduced so that the value becomes smaller.
  • the limit value is set in this way, for example, when the rack axial force f changes with respect to the steering angle as indicated by a one-dot chain line in FIG. 22, the right turn upper limit value RU and the left turn lower limit value LL are indicated by solid lines.
  • the maximum value and minimum value of the right turn lower limit value RL and the maximum value and minimum value of the left turn upper limit value LU change as shown by a broken line.
  • an upper limit value and a lower limit value may be set for the difference itself instead of the absolute value of the difference to limit the difference.
  • an upper limit value (and a lower limit value) is set to limit the rate of change of the adjustment value Va (ratio of the amount increased or decreased from the previous adjustment value), not the change amount of the adjustment value Va. May be.
  • the steering speed calculation unit 150 receives the rack displacement x output from the rack end approach determination unit 110 and calculates the steering speed ⁇ from the amount of change.
  • the steering speed ⁇ is input to the steering information extraction unit 160 and the control amount adjustment unit 170.
  • the steering speed ⁇ may be calculated from the steering angle ⁇ or the like.
  • the steering information extraction unit 160 uses the rack displacement x and the steering speed ⁇ to determine the steering state (increase and return) and the steering direction (right and left). That is, as shown in FIG. 23, when the rack displacement x and the steering speed ⁇ have the same sign, it is determined as “increase”, and when they do not match, it is determined as “return”, and the rack displacement x is correct. When the value is negative, it is judged as “right turn”, and when it is negative, it is judged as “left turn”.
  • the determination result of the steering state is output as the steering state signal Sc, and the determination result of the steering direction is output as the steering direction signal Sd.
  • a steering angle ⁇ or the like may be used.
  • the control amount adjusting unit 170 sets a limit value based on the rack axial force f, the rack displacement x, the steering speed ⁇ , the steering state signal Sc, and the steering direction signal Sd, and the rack axial force ff is set using the set limit value. To limit. A configuration example of the control amount adjusting unit 170 is shown in FIG.
  • the control amount adjustment unit 170 includes an adjustment value setting unit 171 and a control amount restriction unit 172.
  • the adjustment value setting unit 171 determines the adjustment value Va based on the rack displacement x, the steering speed ⁇ , and the steering state signal Sc. That is, when the rack displacement x is and steering state signal Sc below x f is "steer", is determined to be steered in the steer region 1, as shown in FIG.
  • the adjustment value Va is determined by the magnitude
  • the control amount limiting unit 172 inputs the rack axial forces f and ff and the steering direction signal Sd together with the adjustment value Va.
  • the steering direction signal Sd is “right turn”
  • the right turn upper limit value RU and the right turn lower limit value are calculated from the rack axial force f, the adjustment value Va, and the preset adjustment value Vf using Equations 33 and 34.
  • RL is calculated and used to limit the rack axial force ff.
  • the steering direction signal Sd is “left turn”
  • the left turn upper limit LU and the left turn lower limit LL are calculated from the rack axial force f and the adjustment values Va and Vf using the equations 35 and 36, and are used.
  • the limited rack axial force ff is output to the conversion unit 102 as the rack axial force ffm.
  • FIG. 25 is a flowchart showing an example of the entire operation. Compared with the flowchart of FIG. 8, processing by the control amount adjustment function is added to the viscoelastic model following control, so step S20 is changed to step S20A.
  • step S20A An example of the operation in the viscoelastic model following control (step S20A) is shown in the flowchart of FIG. Compared with the flowchart of FIG. 9, step S207A is added, and step S208 is changed to step S208A.
  • step S207A the control amount adjustment function is executed by the steering speed calculation unit 150, the steering information extraction unit 160, and the control amount adjustment unit 170, and the rack axial force ff output from the viscoelastic model following control unit 120 is limited.
  • FIG. 27 shows a detailed operation example of step S207A.
  • the steering speed calculation unit 150 calculates the steering speed ⁇ from the rack displacement x output from the rack end approach determination unit 110 (step S207B).
  • the steering information extraction unit 160 inputs the rack displacement x and the steering speed ⁇ , and determines whether the steering state is “increase” or “return” by the condition determination as shown in FIG. 23 (step S207C). The determination result is output as the steering state signal Sc. At the same time, it is determined whether the steering direction is “right turn” or “left turn” (step S207D), and the determination result is output as a steering direction signal Sd.
  • the steering state signal Sc and the steering direction signal Sd are input to the control amount adjustment unit 170.
  • the adjustment value setting unit 171 checks the value of the steering state signal Sc (Step S207E), when the steering state signal Sc is "steer”, if the rack displacement x is x f below ( In step S207F, according to the characteristics shown in FIGS. 21A and 21B, the magnitude
  • of the steering speed ⁇ and the adjustment value Va are determined by the rate limit process according to the characteristics shown in FIGS. 21A and 21B (step S207G).
  • the adjustment value Va is input to the control amount restriction unit 172.
  • the control amount limiting unit 172 confirms the value of the steering direction signal Sd (step S207I).
  • the steering direction signal Sd is “right turn”
  • the rack axial force f, the adjustment value Va, and A right turn upper limit RU and a right turn lower limit RL are calculated from the adjustment value Vf (step S207J).
  • step S207K If the rack axial force ff is greater than or equal to the upper right limit value RU (step S207K), the rack axial force ff is set to the upper right limit value RU (step S207L), and if the rack axial force ff is less than or equal to the lower right limit value RL (step S207L) In step S207M), the value of the rack axial force ff is set to the lower right limit RL (step S207N). Otherwise, the value of the rack axial force ff is not changed.
  • step S207I When the steering direction signal Sd is “left turn” (step S207I), the left turn upper limit LU and the left turn lower limit LL are calculated from the rack axial force f, the adjustment value Va, and the adjustment value Vf using Equations 35 and 36. (Step S207O). If the rack axial force ff is greater than or equal to the upper left limit value LU (step S207P), the rack axial force ff is set to the upper left limit value LU (step S207Q), and if the rack axial force ff is less than or equal to the lower left limit value LL ( In step S207R), the value of the rack axial force ff is set to the lower left limit LL (step S207S).
  • the limited rack axial force ff is output as the rack axial force ffm (step S207T).
  • the rack axial force ffm is converted into the current command value Iref2 by the conversion unit 102 (step S208A), and is added to the current command value Iref1 by the addition unit 103.
  • FIG. 28 shows the state of change when steering in the rack end direction on the right side
  • FIG. 28 (A) shows the state of change in the current command values Iref1, Iref2, Iref3 and steering torque Th.
  • the horizontal axis represents time t
  • the vertical axis represents the current command value and the steering torque.
  • the horizontal axis represents time t and the vertical axis represents the determination rack position and the steering speed, but only the determination rack position is shown as a scale, and the corresponding rack displacement is shown in parentheses.
  • the maximum adjustment value Vah is assumed to be a value corresponding to the maximum value of the current command value Iref1.
  • the determination rack position Rx at time t1 exceeds a predetermined position x 0, since the current command value Ierf2 is output, the steering torque Th increases, the steering speed ⁇ is smaller It will become. Further steering in the rack end direction, beyond determining rack position Rx at time t2 the threshold position x a (rack displacement x exceeds the x f) enters the additional turning region 2, the magnitude of the steering speed ⁇ is zero As the value approaches, the adjustment value Va gradually changes toward the maximum adjustment value Vah.
  • the adjustment value Va gradually changes in substantially one direction.
  • the current command value Iref2 also gradually changes at a substantially constant rate in substantially one direction.
  • the current command values Iref1 and Iref2 are added, and the current command value Iref3 for instructing the final assist force gradually increases, so that steering in the rack end direction is possible.
  • the current command value Iref2 gradually changes at a substantially constant rate in substantially one direction, there is no sudden change in assist force, and the driver can steer in the rack end direction without a sense of incongruity.
  • the rate limit process is performed on the adjustment value Va.
  • the rate limit process may be performed on the right turn lower limit RL and the left turn upper limit LU.
  • the rate limit process is performed by the control amount limiting unit 172.
  • the adjustment value Vf is a predetermined value, it may be a value set based on the steering speed, the rack displacement, and the steering state, similarly to the adjustment value Va.
  • the left turn upper limit value and the left turn lower limit value are values obtained by replacing the right turn upper limit value and the right turn lower limit value. However, the left turn upper limit value and the left turn lower limit value need not be changed.
  • the steering direction signal Sd is not necessary. Therefore, the steering information extraction unit 160 determines the steering direction and the control amount restriction unit 172 switches the operation based on the steering direction signal Sd. It becomes unnecessary.
  • the rack end proximity area is divided into two areas when the steering state is increased, but it is divided into three or more areas by setting multiple threshold positions, etc.
  • the amount may be changed.
  • the change amount of the adjustment value may be changed by dividing into a plurality of regions. For example, as shown in FIG.
  • the change amount ⁇ Va is smaller when the adjustment value is higher than when the adjustment value is lower (restriction). To be stronger).
  • the amount of change ⁇ Va is larger (the limit is weaker) when the adjustment value is higher than when the adjustment value is lower.
  • the following equation 37 is satisfied so that the change (limitation) is between the increasing area 1 and the increasing area 3 and between the returning area 1 and the returning area 3.
  • the amount of change ⁇ Va is smaller when the adjustment value is higher than when the adjustment value is lower (so that the limit becomes stronger).
  • the upper limit value should satisfy the following equation (38). .
  • the amount of change ⁇ Va is smaller when the adjustment value is higher than when the adjustment value is lower (so that the limit becomes stronger).
  • the increase area 2 and the increased area 3 when the change amount ⁇ Va is larger (so that the limit is weaker) when the adjustment value is higher than when the adjustment value is lower, the upper limit is 39 To satisfy.
  • the areas are overlapped at the time of addition and at the time of return, but they may be set so as not to overlap. Further, the number of areas to be set may be changed at the time of adding back and at the time of returning, for example, three areas may be set for increasing and one or two areas may be set for returning.
  • a condition for the steering torque Th is added to the setting condition for the increased area 2, the setting condition for the increased area 2 in the first embodiment is increased, and the threshold position x
  • a predetermined threshold value for example, 10 Nm
  • Thf torque threshold value
  • the adjustment value Va is obtained by the same processing as the increase region 2 in the first embodiment.
  • the adjustment value Va is determined by the same processing as that in the increase area 1 and the return area in the first embodiment. This makes it possible to cut into the rack end only when the steering torque is large.
  • the steering torque Th is input to the adjustment value setting unit of the control amount adjustment unit.
  • a configuration example of the control amount adjusting unit in the second embodiment is shown in FIG.
  • the control amount adjusting unit 270 the control amount limiting unit 172 is the same as that in the first embodiment, but the adjustment value setting unit 271 is based on the steering torque Th in addition to the rack displacement x, the steering speed ⁇ , and the steering state signal Sc. To determine the adjustment value Va.
  • the operation of the second embodiment is the same except that the operation of the adjustment value setting unit 271 is different from the operation example of the first embodiment.
  • An example of the operation of the adjustment value setting unit 271 will be described with reference to the flowchart of FIG.
  • the adjustment value setting unit 271 checks the value of the steering state signal Sc (step S207E). ) When the steering state signal Sc is “added”, the value of the rack displacement x is confirmed (step S207F). If the rack displacement x is greater than x f, if the steering torque Th is the threshold Thf or less (step S207F1), according to the characteristic shown in FIG. 21 (A) and (B), the magnitude of the steering speed omega
  • step S207F1 If the steering torque Th is larger than the threshold value Thf (step S207F1), the magnitude of the steering speed ⁇
  • the adjustment value Va is changed with the characteristics shown in FIG. 21 in the increase area 1, the increase area 2, and the return area, but in the third embodiment, this change is simplified.
  • the amount of change when the adjustment value is increased is set to zero, and the amount of change when the adjustment value is reduced is not zero. Let it be a small value A1.
  • the amount of change when the adjustment value is reduced is set to zero, and the amount of change when the adjustment value is increased is set to a predetermined small value A2 that is not zero.
  • A1 and A2 may be the same value or different values.
  • the configuration example of the third embodiment is basically the same as the configuration example of the first embodiment shown in FIGS. 19 and 24, but the operation in the adjustment value setting unit of the control amount adjustment unit is different. That is, the adjustment value setting unit sets the change amount when the adjustment value is increased to zero in the increase region 1 and the return region, sets the change amount when the adjustment value is down to A1, and increases the adjustment value in the increase region 2.
  • the amount of change at the time of is A2, and the amount of change when the adjustment value is down is zero.
  • the adjustment value Va is constant at a value close to the maximum adjustment value Vah when the magnitude of the steering speed ⁇ is small, and close to the minimum adjustment value Val when the magnitude of the steering speed ⁇ is large. It becomes constant at.
  • the operation of the third embodiment is the same except that the operation in the adjustment value setting unit is different from the operation example of the first embodiment as described above.
  • the simplification of the change in the adjustment value Va in the third embodiment may be applied to the second embodiment. That is, when the steering torque Th is less than or equal to the threshold value Thf in the increase region 2 in addition to the increase region 1 and the return region, the amount of change when the adjustment value is increased is zero, and the amount of change when the adjustment value is decreased is A1. To do. Only when the steering torque Th is larger than the threshold value Thf in the increasing region 2, the amount of change when the adjustment value is reduced is set to zero, and the amount of change when the adjustment value is increased is set to A2.
  • the configuration example of the fourth embodiment is basically the same as the configuration examples of the other embodiments, but the operation at the rack end approach determination unit is different. That is, the rack end approach determination unit determines whether the steering to the rack end on the basis of the position x 0 is the start position of the rack end proximate region (set value) to the rack displacement x with the origin, the rack end If it is determined that the steering to using the rack displacement x at that point, updates the predetermined position x 0. The determination as to whether or not the vehicle has been steered to the rack end is made by setting a threshold value (virtual end threshold value) for the rack displacement x. For example, as shown in FIG.
  • the determination rack position Rx predetermined position x 0 or less, i.e., performed when it is determined that the rack end proximate region outside. If it is determined that the vehicle has been steered to the rack end a plurality of times before it is determined that it is outside the rack end proximity region, the maximum value (hereinafter referred to as “maximum excess length”) Exm of the excess length Ex calculated each time is set to use updating predetermined position x 0. Note that an average value or the like may be used instead of the maximum value.
  • the operation of the fourth embodiment is the same as that of the fourth embodiment except that the operation at the rack end approach determination unit is different from the operation example of the other embodiments.
  • An operation example of the rack end approach determination unit in the fourth embodiment will be described with reference to the flowchart of FIG. At the start of the operation, zero is set for the maximum excess length Exm.
  • Rack end approach determination unit inputs a determination rack position Rx outputted from the rack position conversion section 100, for determination rack position Rx is sure exceeds a predetermined position x 0 (step S121).
  • determination rack position Rx had exceeded the predetermined position x 0 determines that the rack end approaching, outputs a switching signal SWS and rack displacement x (step S122).
  • rack displacement x is not exceed the threshold value x t (step S123)
  • calculates the excess length Ex step S124
  • the excess length Ex is greater than the maximum excess length EXM (step S125)
  • the excess length Ex The maximum excess length Exm is set (step S126).
  • step S127 If excess length Ex is less than or equal to the maximum excess length Exm updating the maximum excess length Exm is not performed, if the rack displacement x does not exceed the threshold value x t is not performed including the calculation of the excess length Ex.
  • step S127 if the maximum excess length EXM has been updated (step S127), and updates the predetermined position x 0 with the maximum excess length EXM (step S128) The maximum excess length Exm is cleared (step S129). If the maximum excess length Exm has not been updated (step S127), it clears the update and maximum excess length Exm predetermined position x 0 is not performed.
  • each time updating the predetermined position x 0 for example, such as by subtracting the maximum excess length Exm smaller value may be changed a threshold x t.
  • updating the predetermined position x 0 is carried out at a rack end approach determination in the direction of right and left, it may be changed in the right and left magnitude threshold x t to be set.
  • the update of the determination and the predetermined position x 0 if the steering to the rack end, the rack displacement x without based on the determination rack position Rx be performed by setting a threshold value and a position relative to the determined rack position Rx good.
  • the determination as to whether or not the vehicle has been steered to the rack end may be made based on the column shaft angle (handle angle) and the column shaft angle threshold value ⁇ t (value corresponding to the threshold value x t ).
  • the rack end proximity region may be divided into three or more regions, and the amount of change in the adjustment value may be changed in each region. Even when the state is the switchback, the amount of change in the adjustment value may be changed by dividing it into a plurality of regions.
  • farthest area from the rack end (area of FIG. 29 from the predetermined position x 0 to the threshold position x a) is included in the rack end distant region
  • the region closest to the rack end in FIG. 29 the threshold position x b To the rack end
  • FIG. 35 shows a configuration example of the fifth embodiment corresponding to FIG. 4.
  • a steering speed calculation unit 350 a steering state extraction unit 360, a state determination unit 370, and control An amount adjustment unit 380 is added, and a control amount adjustment function is realized by these.
  • the compensation assist force may be increased at the Ft increase rate. Further, the compensation assist force is increased because the steering angle magnitude
  • is equal to or higher than the virtual steering speed ⁇ z, the entire assist force is recovered until the steering can be performed at the steering speed, and it is not necessary to recover the assist force beyond that. is there. Further, when the steering state is the switchback, it is necessary to assist in the returning direction, and it is necessary to reduce the compensation assist force.
  • the steering speed calculation unit 350 calculates the steering speed ⁇ ′ from the steering angle ⁇ .
  • the steering speed ⁇ ′ may be calculated from the rack displacement x or the like.
  • Steering state extraction unit 360 determines a steering state (addition and return) using steering angle ⁇ and steering speed ⁇ ′. That is, as shown in FIG. 36, when the signs of the steering angle ⁇ and the steering speed ⁇ ′ coincide with each other, “increase” is determined, and when they do not coincide with each other, “return” is determined. The determination result is output as a steering state signal Sc '. Note that a rack displacement x or the like may be used instead of the steering angle ⁇ .
  • the state determination unit 370 uses the steering angle ⁇ , the steering speed ⁇ ′, and the steering state signal Sc ′ to determine the approaching state to the rack end that determines increase / decrease in the compensation assist force, and outputs the determination result as the determination signal Js. To do. Specifically, when the steering angle magnitude
  • is equal to or smaller than the threshold ⁇ z, Js 0. When the steering angle magnitude
  • is smaller than the virtual steering speed ⁇ z and the steering state signal Sc ′ is “increase”, Js 1.
  • the control amount adjustment unit 380 decreases the compensation assist force at a decrease rate calculated from the decrease time Tr.
  • the control amount adjustment unit 380 adjusts the rack axial force ff output from the viscoelastic model follow-up control unit 120 by increasing or decreasing the compensation assist force based on the value of the determination signal Js.
  • the determination signal Js is 0, the region where the reaction force increase need not be compensated is steered, and therefore no compensation assist force is added to the rack axial force ff.
  • the determination signal Js is 1, the compensation assist force is increased at the increase rate Ft and added to the rack axial force ff.
  • the determination signal Js is 2, since the entire assist force is recovered, the compensation assist force is not increased, and the compensation assist force in the previous control cycle is added to the rack axial force ff.
  • the determination signal Js is 3, since it is a state of switching back, the compensation assist force is reduced and added to the rack axial force ff.
  • FIG. 37 shows a configuration example of the control amount adjusting unit 380.
  • the control amount adjusting unit 380 includes an axial force limiting unit 381, a compensation assist force generating unit 382, and an adding unit 383.
  • the axial force limiting unit 381 limits the rack axial force ff according to the determination signal Js. That is, when the determination signal Js changes from 0 to 1, the rack axial force ff at that time is stored as the rack axial force ffx, and the rack axial force ffx is used as the limit value until the determination signal Js becomes 0. And the restricted rack axial force is output as the rack axial force ffc. When the determination signal Js is 0, the rack axial force ff is output as it is as the rack axial force ffc.
  • the compensation assist force generation unit 382 generates a compensation assist force fa according to the determination signal Js.
  • the determination signal Js is 0, the compensation assist force fa is zero.
  • the compensation assist force fa is increased at the increase rate Ft. That is, the initial value of the compensation assist force fa is set to zero, and the compensation assist force fa is increased in proportion to the time with the increase rate Ft.
  • the determination signal Js is 2
  • the compensation assist force fa does not increase or decrease and remains the previous value.
  • the rack axial force ffc and the compensation assist force fa are added by the adding unit 383 and output as the rack axial force ffm '.
  • the rack axial force is limited by the axial force limiting unit 381 from the time when the assist is increased, and in the region where the steering angle magnitude
  • FIG. 38 shows an example of the entire operation in a flowchart. Compared with the flowchart of FIG. 8, the processing by the control amount adjustment function is added to the viscoelastic model follow-up control, so step S20 is changed to step S20a.
  • step S20a An example of operation in the viscoelastic model following control (step S20a) is shown in the flowchart of FIG. Compared with the flowchart of FIG. 9, step S207a is added, and step S208 is changed to step S208a.
  • step S207a the control amount adjustment function is executed by the steering speed calculation unit 350, the steering state extraction unit 360, the state determination unit 370, and the control amount adjustment unit 380, and the rack axial force ff output from the viscoelastic model following control unit 120 is obtained.
  • Adjust. FIG. 40 shows a detailed operation example of step S207a.
  • the steering speed calculator 350 receives the steering angle ⁇ , and calculates the steering speed ⁇ ′ from the steering angle ⁇ (step S207b).
  • the steering speed ⁇ ′ is input to the steering state extraction unit 360 and the state determination unit 370.
  • the steering state extraction unit 360 inputs the steering angle ⁇ together with the steering speed ⁇ ′, and determines whether the steering state is “increase” or “return” by condition determination as shown in FIG. 36 (step S207c).
  • the determination result is output to the state determination unit 370 as the steering state signal Sc ′.
  • the state determination unit 370 receives the steering angle ⁇ , the steering speed ⁇ ′, and the steering state signal Sc ′, determines the approaching state to the rack end, and outputs the determination signal Js.
  • step S207d when the steering angle magnitude
  • step S207d When the steering angle magnitude
  • step S207i When the magnitude of the steering speed
  • the determination signal Js is input to the control amount adjustment unit 380.
  • the axial force limiting unit 381 confirms the value of the determination signal Js, and if the determination signal Js is 0 (step S207l), the rack axial force ff is directly output as the rack axial force ffc (step S207m). ).
  • step S207l If the determination signal Js is other than 0 (step S207l), if the determination signal Js is changed from 0 to 1 (step S207n), the input rack axial force ff is stored as the rack axial force ffx (step S207o). The rack axial force ffx is output as the rack axial force ffc. Otherwise, the rack axial force ffx is set as a limiting value to limit the rack axial force ff (step S207p) and output as the rack axial force ffc. The rack axial force ffc is input to the adding unit 383.
  • the compensation assist force generation unit 382 also confirms the value of the determination signal Js (step S207q).
  • step S207r the compensation assist force fa is set to 0 (step S207r).
  • the determination signal Js is 1, the compensation assist force fa is increased at an increase rate Ft and output (step S207s).
  • the determination signal Js is 2, the compensation assist force fa is output with the previous value (step S207t).
  • the determination signal Js is 3
  • the compensation assist force fa at that time is divided by the decrease time Tr to calculate the decrease rate (step S207u), and the compensation assist force fa is decreased by the calculated decrease rate and output (step S207u).
  • the compensation assist force fa is input to the adder 383, added to the rack axial force ffc (step S207w), and the addition result is output as the rack axial force ffm '(step S207x).
  • the rack axial force ffm ' is converted into the current command value Iref2 by the conversion unit 102 (step S208a), and is added to the current command value Iref1 by the addition unit 103. Note that the operations of the axial force limiting unit 381 and the compensation assist force generating unit 382 in the control amount adjusting unit 380 may be performed in reverse order or in parallel.
  • the axial force limiting unit 381 in the control amount adjusting unit 380 limits the rack axial force ff using the rack axial force ffx as a limit value until the determination signal Js becomes 0.
  • the rack axial force ffx may be output as the rack axial force ffc until Js becomes zero.
  • the latter process can be realized with a configuration different from that of the control amount adjusting unit 380.
  • An example of the configuration (sixth embodiment) is shown in FIG.
  • the control amount adjustment unit 480 of the sixth embodiment includes an axial force adjustment unit 481, a compensation assist force generation unit 382, a switching unit 483, a subtraction unit 484, addition units 485 and 486, and a fixing unit 487.
  • the axial force adjustment unit 481 stores the rack axial force ff at that time as the rack axial force ffx, and the rack axial force ffx is increased to the rack axis until the determination signal Js becomes 0. Output as force ffa.
  • the rack axial force ff is output as it is as the rack axial force ffa.
  • the addition value fad from the addition unit 485 is input to the contact point a, and the fixed value “0” output from the fixing unit 487 is input to the contact point b.
  • the switching unit 483 switches the contact point according to the value of the determination signal Js. That is, when the determination signal Js is 1, 2 or 3, it is connected to the contact a, and when the determination signal Js is 0, it is connected to the contact b.
  • the compensation assist force generation unit 382 is the same as that in the fifth embodiment.
  • the output from the switching unit 483 and the rack axial force ff are added and output as the rack axial force ffm ′.
  • the switching unit 483 is connected to the contact point a, so that the rack axial force ffm ′ can be determined from And the compensation assist force fa.
  • the rack axial force ffm ′ is adjusted by increasing / decreasing the compensation assist force fa.
  • the switching unit 483 is connected to the contact b, and “0” is added to the rack axial force ff, so that the rack axial force ff is directly output as the rack axial force ffm ′. Will be.
  • the operation of the sixth embodiment is the same as that of the fifth embodiment except that the operation of the control amount adjusting unit 480 is different from that of the fifth embodiment.
  • the rack axial force ffm ′ can be adjusted by increasing / decreasing the compensation assist force fa.
  • an effect equivalent to that of limiting the rack axial force ff is obtained by adjusting the parameters of the viscoelastic model following control unit.
  • FIG. 42 shows a configuration example of the seventh embodiment.
  • the viscoelastic model follow-up control unit and the control amount adjustment unit are changed, and the viscoelastic model follow-up control unit 520 includes a rack displacement x, a switching signal SWS, and In addition to the rack axial force f, a steering angle ⁇ is input.
  • the spring constant k 0 in the parameters of the viscoelastic model follow-up control unit is adjusted.
  • the characteristic of the spring constant k 0 is defined in the parameter setting unit 124 as the characteristic with respect to the rack displacement x.
  • the characteristic of the spring constant k 0 is defined by the parameter setting unit, but it is defined as the characteristic with respect to the steering angle ⁇ , not the rack displacement x. Therefore, the steering angle ⁇ input to the viscoelastic model follow-up control unit 520 is input to the parameter setting unit.
  • the characteristic of the spring constant k 0 is, for example, as shown in FIG. In FIG. 43, ⁇ 0 is a steering angle corresponding to a predetermined position x 0 before the rack end, and a steering angle corresponding to the rack displacement x, that is, a steering angle with ⁇ 0 as the origin is defined as a steering angle displacement.
  • the characteristic of the spring constant k 0 is that the steering angle ⁇ (precisely the magnitude of the steering angle ⁇
  • the spring constant k 0 In the region, as in the case of the base forms 3 and 4, as the steering angle ⁇ (rack displacement x in the base forms 3 and 4) increases, the spring constant k 0 also increases. However, in the region where the steering angle ⁇ exceeds the threshold value ⁇ z, when the value of the spring constant k 0 at the steering angle ⁇ z is k1, the spring force and the steering angle displacement ⁇ ( ⁇ z ⁇ 0 ) ( ⁇ The value of the spring constant k 0 at the steering angular displacement ⁇ ( ⁇ z ⁇ 0 ) is set to k1 / ⁇ so that the spring force at> 1) is approximately the same.
  • the steering feeling can be changed by adjusting the above settings. That is, when the spring constant k 0 at the steering angular displacement ⁇ ( ⁇ z ⁇ 0 ) is set lower than the above setting, the drag (spring force) at the steering angular displacement ⁇ ( ⁇ z ⁇ 0 ) is the same at the steering angle ⁇ z. Since it becomes smaller than the drag, steering becomes easier.
  • the axial force limiting unit 381 in the fifth embodiment limits the rack axial force ff according to the determination signal Js.
  • the axial force limiting unit 581 in the seventh embodiment uses the rack axial force due to occurrence of an abnormality or the like. It is used for the purpose of preventing ff from becoming extremely large, and the rack axial force ff is limited by a predetermined fixed value limit value. Therefore, the determination signal Js is not used in the axial force limiting unit 581 and is not input. Note that the axial force limiting portion 581 may not be provided when the rack axial force ff does not become extremely large.
  • the operation of the seventh embodiment is different from the fifth embodiment only in the setting of the spring constant k 0 in the viscoelastic model following control unit 520 and the operation of the axial force limiting unit 581 in the control amount adjusting unit 580. Other operations are the same as those in the fifth embodiment.
  • step S202 in which the rack displacement x in the flowchart shown in FIG. 39 is output and step S203 in which the current command value Iref1 is converted into the rack axial force f. in the parameter setting in the setting unit (corresponding to step S23 in the flowchart shown in FIG. 18), the spring constant k 0 is determined according to the characteristics shown in FIG. 43 according to ⁇ steering angle.
  • the axial force limiting unit 581 to which the rack axial force ff is input indicates that the rack axial force ff is a predetermined limit value (fixed). Value) or less (step S20711), the rack axial force ff is directly output as the rack axial force ffc (step S207m).
  • the limit value is output as the rack axial force ffc (step S207p1). Thereafter, the operation is the same as that of the control amount adjustment unit 380 of the fifth embodiment (step S207q ⁇ ).
  • the rack axial force ff may be limited by adjusting the viscous friction coefficient ⁇ according to the steering angle ⁇ .
  • the characteristic of the viscous friction coefficient ⁇ is a characteristic that maintains the value of the viscous friction coefficient ⁇ at the steering angle ⁇ z in a region where the steering angle ⁇ exceeds the threshold ⁇ z.
  • the parameter characteristics may be defined not as characteristics with respect to the steering angle ⁇ but as characteristics with respect to the rack displacement x as in the case of the base forms 3 and 4, or as characteristics with respect to the determination rack position Rx. good.
  • FIG. 46 shows a configuration example of the eighth embodiment. Compared to the configuration example of the fifth embodiment shown in FIG. 35, a rack displacement limiting unit 690 is inserted between the rack end approach determining unit 110 and the viscoelastic model follow-up control unit 120, and a seventh control amount adjusting unit is used. The control amount adjustment unit 580 in the embodiment is used.
  • the rack displacement limiting unit 690 receives the rack displacement x and the determination signal Js, and limits the rack displacement x according to the determination signal Js. That is, when the determination signal Js changes from 0 to 1, the rack displacement x at that time is stored as the rack displacement xf, and until the determination signal Js becomes 0, the rack displacement x is limited as a limit value.
  • the limited rack displacement is output as the rack displacement xm.
  • the rack displacement x is output as it is as the rack displacement xm.
  • the rack axial force ff output from the viscoelastic model follow-up control unit 120 is consequently restricted. .
  • the rack displacement restriction unit 690 places a restriction, the same control amount adjustment unit 580 as that of the seventh embodiment is used as the control amount adjustment unit.
  • the operation of the rack displacement restriction unit 690 is added to the operation of the control amount adjustment unit 580 of the seventh embodiment, compared to the fifth embodiment.
  • the operation of the rack displacement limiting unit 690 is added after step S202 in which the rack displacement x in the flowchart shown in FIG. 39 is output. That is, an operation example of the rack displacement limiting unit 690 will be described with reference to the flowchart of FIG. 47.
  • the rack displacement x is input to the rack displacement limiting unit 690 together with the determination signal Js.
  • the rack displacement limiting unit 690 confirms the value of the determination signal Js. If the determination signal Js is 0 (step S202A), the rack displacement x is output as the rack displacement xm as it is (step S202B).
  • step S202A When the determination signal Js is other than 0 (step S202A), when the determination signal Js is changed from 0 to 1 (step S202C), the input rack displacement x is stored as the rack displacement xf (step S202D), and the rack displacement is detected. xf is output as the rack displacement xm, otherwise, the rack displacement x is limited using the rack displacement xf as a limit value (step S202E) and output as the rack displacement xm. The rack displacement xm is input to the viscoelastic model following control unit 120. Thereafter, the process continues to step S203.
  • the rack displacement limiting unit 690 does not limit the rack displacement x using the rack displacement xf as a limit value until the determination signal Js becomes 0, but does not limit the rack displacement xf until the determination signal Js becomes 0. May be output as Further, not the rack displacement x but the determination rack position Rx may be limited.
  • the assist force increases in the steering angle range where the reaction force increases.
  • the driver can steer to the actual rack end. Therefore, you may mount the function mounted in 4th Embodiment with respect to these embodiment.
  • the steering angle (rack displacement) when actually steered to the rack end (more accurately, when it is determined that the steering has been reached to the rack end) is detected, and the virtual rack is detected using the detected steering angle (rack displacement).
  • the rack end proximity region is corrected so that the end is within an appropriate range with respect to the actual rack end.
  • the configuration example in this case (the ninth embodiment) is basically the same as the configuration examples in the fifth to eighth embodiments, but the operation of the rack end approach determination unit is the rack end approach determination unit in the fourth embodiment. It becomes the operation.
  • the rack axial force ffm ′ continues to increase in the increased assist state, and for example, the rack axial force ffm ′ continues to increase even in the steering state where the steering speed ⁇ ′ is zero.
  • a limiter is provided at the subsequent stage of the control amount adjusting unit, and the rack axial force ffm 'is limited with zero being a limit value.
  • a limiter is provided after the compensation assist force generation unit in the control amount adjustment unit to limit the compensation assist force fa.
  • the compensation assist force generation unit increases the compensation assist force fa in proportion to time at a constant increase rate Ft, it may be increased not in proportion but in a curve.
  • the increase rate Ft may be changed according to the magnitude of the steering speed
  • the rate of increase Ft is constant at a predetermined value Fz until the magnitude
  • the increase rate Ft decreases, and the increase rate Ft may be zero at ⁇ z + Lw (Lw is a fixed value).
  • the compensation assist force fa is decreased, the compensation assist force fa may be decreased in a curved line, and the decrease rate may be a fixed value or a value calculated by another calculation formula.
  • the state determination unit makes a determination based on the magnitude (absolute value) of the steering angle ⁇ and the steering speed ⁇ ′, but sets a positive / negative threshold and a virtual steering speed, and uses the steering angle ⁇ and the steering speed ⁇ ′ as they are. Then, the determination may be made. In this case, the threshold value and the magnitude of the virtual steering speed may be changed between a positive case and a negative case.
  • the determination is made if the steering speed magnitude
  • the steering torque is considered to be a large value (for example, 10 Nm).
  • the determination signal Js 1.
  • the determination in step S207i is that “the magnitude of the steering speed

Abstract

Le problème décrit par la présente invention est d'obtenir un dispositif de direction assistée électrique qui: constitue un système de commande basé sur un modèle physique; constitue une commande par poursuite de modèle, un signal de sortie (distance jusqu'à une extrémité de crémaillère) d'une cible de commande poursuivant un modèle de référence; supprime l'apparition de bruit au contact de l'extrémité, sans procurer au conducteur une sensation de direction inconfortable; amortit la force d'impact; et est capable de supprimer le bruit sans aggraver le rayon de braquage. La solution selon l'invention porte sur un dispositif de direction assistée électrique qui ajuste une quantité de commande sur la base d'au moins des informations de position de direction, d'une vitesse de direction et d'un état de direction, corrige une valeur de commande actuelle à l'aide de la quantité de commande ajustée, et comprend: une unité de commande de suivi de modèle viscoélastique qui utilise un modèle viscoélastique en tant que modèle de référence, dans une plage prescrite juste avant une extrémité de crémaillère, et délivre en sortie la quantité de commande qui corrige la valeur de commande actuelle; et une unité de détermination d'approche d'extrémité de crémaillère qui détermine quand la plage prescrite juste avant l'entrée de l'extrémité de crémaillère a été atteinte.
PCT/JP2018/008467 2017-04-12 2018-03-06 Dispositif de direction assistée électrique WO2018190036A1 (fr)

Priority Applications (4)

Application Number Priority Date Filing Date Title
US16/333,356 US10946891B2 (en) 2017-04-12 2018-03-06 Electric power steering apparatus
CN201880017525.2A CN110573407B (zh) 2017-04-12 2018-03-06 电动助力转向装置
JP2018561283A JP6493643B2 (ja) 2017-04-12 2018-03-06 電動パワーステアリング装置
EP18784608.4A EP3498571A4 (fr) 2017-04-12 2018-03-06 Dispositif de direction assistée électrique

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JP2017078907 2017-04-12
JP2017-078907 2017-04-12
JP2017-234074 2017-12-06
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KR20200111439A (ko) * 2019-03-19 2020-09-29 현대모비스 주식회사 전동식 파워 스티어링 시스템의 걸림감 보상 장치 및 방법
JP2021066323A (ja) * 2019-10-24 2021-04-30 株式会社ジェイテクト 操舵制御装置
JP7063428B1 (ja) * 2021-03-12 2022-05-09 日本精工株式会社 転舵装置のエンド位置の検出装置、検出方法、およびプログラム
WO2022190452A1 (fr) * 2021-03-12 2022-09-15 日本精工株式会社 Dispositif et procédé de détection de positions d'extrémité de dispositif rotatif, et programme
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CN112550439A (zh) 2019-09-26 2021-03-26 株式会社捷太格特 转向控制装置
EP3858719B1 (fr) * 2019-11-26 2022-11-16 NSK Ltd. Dispositif de commande de direction
KR20220014342A (ko) * 2020-07-22 2022-02-07 현대자동차주식회사 차량의 선회 제어 시스템 및 방법
CN115515839A (zh) * 2021-04-02 2022-12-23 日本精工株式会社 转向控制装置以及转向装置
CN113548110B (zh) * 2021-07-19 2022-03-25 东风汽车集团股份有限公司 连续可调的转向助力方法、系统及计算机设备

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KR20200111439A (ko) * 2019-03-19 2020-09-29 현대모비스 주식회사 전동식 파워 스티어링 시스템의 걸림감 보상 장치 및 방법
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JP7063428B1 (ja) * 2021-03-12 2022-05-09 日本精工株式会社 転舵装置のエンド位置の検出装置、検出方法、およびプログラム
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EP3498571A4 (fr) 2019-11-06
CN110573407A (zh) 2019-12-13
US20200385052A1 (en) 2020-12-10
US10946891B2 (en) 2021-03-16
EP3498571A1 (fr) 2019-06-19
CN110573407B (zh) 2022-04-12
JP6493643B2 (ja) 2019-04-03

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